Elevator-door-operating system



May 2, 1933i H. V. M CORMICK ELEVATOR DOOR OPERATING SYSTEM Filed May 6. 1931 3 Sheets-Sheet l L il WITNESSES swim 2 -ZZZZZZ mvgmoR Ham/0 1 M CQIM/C/f MICK ELEVATOR DOOR OPERATING SYSTEM May 2, 1933.

Filed May 6, 1931 3 Sheets-Shegat 2 'INVENTOR Ham/0' 1 M 6 arm/c/r AT'TORNEY May 2, 1933.

H. v. M CORMICK 1,906,703

ELEVATOR DOOR OPERATING SYSTEM Filed May 6. 1951 3 Sheets-Sheet 3 z INVENTOR Ham/d I! M Corm/c/r Patented May 2,

* omen;

PATENT HAROLD v. MCCORMICK,- 0F Evms'romqILLIno'Is, AssIGNoR; To WESTINGHOUSE ELECTRIC ELEVATOR, COMPANY, A CORPORATION on ILLINoIs ELEVATOR-DOOR-OPERATING SYSTEM Application. niea my is, 1931. Serial No. 525,477.

My invention relates to elevator-doorro'pe'r ating Systems andmore particularly to systems embod ing motor carried by the cars,

for operating the car doors, an d a motor at each landing for operating the corridor door at that landing.

The object of my invention, in general, is

to provide an elevator-door-operatingsystem the connection of the field windings, and the n of the motors shown in comprising apparatus thatshall be simple and inexpensive to manufacture, install and maintain in operation. I

A more specific 0b ect of my invention is to provide an 'eleyator-door operating system of the nature of that disclosed inthe. copending application of C. E. Ellis,'Jr.,- and H. V. January assignments to Westinghouse Electric Elevator Company, but in which the apparatus McCormick Serial No. 120,092, filed for controlling the operation of the d'ooroperating motors may be conven'iently located upon a switchboard 1n the penthouse orin some other suitable location.

, v Anotherobject of my invention-is to pro-' vide an elevator-door-operatingsystem in which the parts carried by the car for operating the car door shall be small in size and light in weight.- I I A further object of invention is to provide an 'elevato'r doorsoperating system in which the apparatus for controlling the door motors may be so'constructed in'thefactory that it maybe easily set up and adjusted'to operate the doors in any installation in which it may be employed. I

It is also an ob]ect ofiny invention to provide, in an elevator-door-operating system having individual 'doo-r operators, for preventing the'burning out of a motor when its door sticks or stalls.

Otherobjects of the invention will, in part,

be obvious and will, in part, appear herein 'after.

For: an illustration of'one of the Various forms my invention may take, reference may be had to the accompanying drawings-, in.

which: I

Figure 1 1s a vertical view, in sect1on,-of

al'portion of an. elevator shaft, with an e1e+ vator ear d ispesed therein.

. Fig. 4:, and

11, 1930, and assigned by mesne Fig. 4 is a diagrammatic representation of I the circuits, motors and controller for oper-" ating the doors embodiedin Fig. 1. Fig. 5 1s adiagrammatic representation of armature windings Fig. 6 is a diagrammatic representation of the armature, circuits in connection with the door checking andcompensating resistors.-

" In Fig. 1, I have shown a plurality of ver- I ticalw'alls 1 comprising anelevator shaft 2 in whichan elevator car 3 is suitably'su's pended by acable 'I The car 3 is provided with sliding door panels 5 and 6 that constitute a door or gate 7' which may be opened when passengersdesire to enter or leave the car. The door panels aresupported by means of a plurality of hangers 8 which travel upon a track 9 when the door is opened or closed.

The means for opening and closingth'e car doors 7 comprises a door-operating-lever 11 pivotally mounted, byimeans of a bolt 12, upon a supporting base 13 carried on the roof of the car; The, lowerportion of thed'ooroperating lever 11 extends downwardly, beside the car door, having its lower end connected to the front panel 5 by a link 14, and its middle portion connected to the rear panel 1 6 by a link 15. The position. of the links is such that movement of the lever 11 to open or close the door will cause'the panels Sand 6 to reach their openor closed position simul taneously.

As shown, a mot-or 16 is mounted upon thesupporting base 13 and is connected, through V a worm gear 17, acrank 18 and a pitman 19,- to the upper end of the doorio-perating lever 11, .in: order that thejdoormaybe opened byoperating' the motor in one direction and closed, byoperating it in the oppositev direction; i

A corridor door 22,"comprising a pair of sliding-panels 23. and 24, is provided for closing the entrancetothe corridor at-each 100 n floor landing. For convenience, the corridor doors have been shown for only two floors, but it is to be understood that a similar cor ridor door is disposed at each floor landing.

Each of the cor idor doors 22 is provided with its own individual operating unit comprising a plurality of toggle levers 26, 27 and 28 and a motor 29.

One end of the toggle lever 26 is pivotally connected to the door panel 23 and its other end pivotally connected to the toggle lever 27 which is mounted pivotally, at its central portion, upon a bracket 21 secured to the rear edge of the door panel The righthand end of the lever 22' is pivotally connected to the eft-hand end of the lever 28, the righthand end of which is pivotally mounted in a base plate 30 secured to the wall 1 of the elevator hatchway, so that a movement of the toggle levers out of the straight-line position thereof will cause the door panels to move to their open positions, and movement of the levers into the straight-line position, thereof will cause the door to close The motor 29 for moving the toggle levers I into and out of their straight-line position L-shape, the other end of which is is hingedly mounted upon a bracket 32 that secured to the wall of the hatchway. The armature shaft 33 of the motor is lirmly connected to nut 34 which has a screw threaded interior aperture 35 in which is disposed the lower end of screw threaded shaft 36. The upper end of the screw threaded shaft 36 is hingedly connected to one end of lever 37 of pivotally connected to the stationary base plate 30 on the wall 1. The middle portion of the lever 37 is pivotall connected, by a linl: 33, a downwardly extending projection 39 on the toggle lever 28, so that, when the motor 29 rotates the screw nut 34 in a counter-clocltwise direction, the screw threaded shaft 36 will be forced upwardly and thereby actuate the lever 37 the link 38 to cause the toggle, levers 28, 27 and 26 to break from their straight-line position and thus open the door 22.

If the motor 29 is rotated in a cloclrwise direction, the nut 34 will exert a downward pull on the shaft 35 cause the toggle levers to assume their straight-line position, thereby moving the door panels 23 and 24 to close the corridor openin If c esired, a more detailed description ofthe mechanism for operating the corridor doors may be obtained from my copending aimlication Serial No. 473,851 filed Aug. 8, 1930 and assigned to W house Electric Elevator Co.

A switch CS is mount-ed in the car, wh ereby the car attendant may control the opera tion of the car.

Referring now to Fig. 4, which is diagram of'the circuits of my improved dooroperating system, the armature windings and the field windings of the individual corridorseven inches away from the door motors 29 and 29a are represented in the lower left-hand corner of the figure. At the right of the corridor motors, the car 3 is indicated in outline, together with the motor 10 for operating the car door.

The coil structure 43 of an inductor relay is carried by the car 10 in such position that it may successively cooperate wi h a plurality of armature members 45 disposed along the hatch'way, one at each landing, for selec tively preparing the circuits of the cor oor motors at the landings for operatim.

The inductor relay 4;) on the car 10 is con trolled by a relay 50, shown in the upper left hand corner of the drawings. The coil of the inductor control relay is connected to the car-control system in such manner that the relay will he deenergized whenever the car is stopped and thereby close its contact members to complete a circuit for energizing the inductor coil 43 while the car stops and remains at a landing. The energization of inductor relay 43 attracts the armature at the selected landing and thereby closes its contact members a and Z) to prepare the circuit of the corresponding corridor door motor for operation.

In practice, the relay 50 is usually so conneoted to the car-control system that it will be deenergized to energize the inductor relay 43 when the car is still two or three feet away from the landing at which it is to stop, thereby insuring the preparation of the circuit of the corresponding corridor-door motor for operation while the car is still a short distance from the landing.

The circuits for the door motors extend upwardly to, and are controlled by, a dooropening relay OP and a door-closing relay CL. The operation of the relays OP and CL is controlled by a control relay 51 having a coil connected by a switch 49 to asource of electric energy represented by supply conductors L3 and L4. The switch 49 is disposed to be operated by some part of the car control system (no shown) in such manner that the relay 51 will be deenergized to operate the relay OP, to open the doors when the car stops, and energized to operate the relay CL to close the doors when the car starts and to keep them closed while the car is running.

The circuit for the coil of the control relay 51 is also connected through the car switch CS in such manner that the relay will be energized to effect the closing of the doors as soon as the car attendant moves the car switch to start the car.

In practice, the control relay 51 is usually connected to the car-control system in such manner as to he deencrgized to start the doors to open when the car is approximately landing at which it is to stop, thereby causing the doors to be fully open at the time the car finally stops.

I A pair of manuallyloperated switches 52' and 53 areprovided for s0. connecting the I motor 'circuitsto the control apparatus'that.

the corridor-door motors may. be disconnected from the system without aifectingthe op-'. eration of the car-door motor; or the car-' door motor may be disconnected without at fe'cting the operation of the corridor-door motors. f

A plurality of resistors R1, R2,

door motors as the doors approach the end of their travel, in opening or closing, and a safety resistor.R6 is provided for preventing'the doors 'fromattaining a dangerous multaneously. For instance, the car door is frequently considerably lighter than the corridor door with which isoperates. In such cases,fthe lighter door must be checked less than the heavier door if they are to be brought to rest at the same time. In order to accomplish this, I'have included compensating re sistorsCR-l and. CR2 in the armature circuits of the corridor door motor 29, and the car door motor 10 in connection with the checking resistors. i 3 t Fig. 6 illustrates more clearlythanrFig. 4 how the checking resistors and the, compensating resistors are disposed in the arma-.

ture circuits. The feed for the door motor armatures occurs at the junction point A.

The opening :doorYcheck-resistors R1 and R2 may be closed by contact members 7 2 and 73.

Then the checking resistance value effective on the corridor door motor A29 is X plus R1R2, while that effective on the car door mot-or A-lO is Y plus R1.R2. By moving the junction. point F toward the junction point A, the corridordoor will be checked less and thecar door more. In a similar way, the closing door check resistors Rit -R4 are connected at another junction pointG which may be adjusted to effectsimultaneous checking of the doors as they close. With the construction, thesystem, after it'is installed,

may be readily adjusted to suit any varia tion in the Weights and operation of the doors. A controller 55 is provided for including the resistors R1 to R5 'in the door-motor circuits, for disconnecting the motors when the doors reach the end of their travel, and'for preparing circuits through which; the motors maybe reversed.

Thecontroller 55 comprises 'a camshaft R3 and R4 are j provided for checking the speed of the As shown in 'is pivotally mounted upona finger support and is held, by a pin 86, in position to oo- 56, a plurality of camshaped actuating members 57to 63, inclusive, carried" by the cam shaft, a plurality of contact fingers 6-4 to 70, inclusive, disposed tobe moved into and out of engagement with a pluralityofcooperating contact members 71 to 77, inclusive, by the cam-shaped actuating members,

and a control motor 78 for rotating or rocking the cam shaft.

Referring now to Figs. 2 and 3, which illustrate the mechanical structure ofthe controller 55, the cam shaft 56 is supported in a pair of endbearingsfSOand 81 mounted upon a base plate 82. The control motor 78 is also mounted at oneend of the cam shafton the base plate 82 and is'connected to the shaft by means of a wormgear 83.; The worm' gear is preferably designed. to operate the cam shaft at a speedmuch'lower than that of the control motor. Y c 7 3, the contact finger 6e operate with the contact stud 71in 'closinga circult. A compression spring 87 s disposed between the upper end of the pin 86 and the upper face of the contact finger to hold the I contact finger in close contact with the contact stud when in closed position; The finger support 85 ispivotally mounted upon base plate 82 at one side of the cam shaft. A

' pin .89 and a compression spring 90 are em ployed for holding the finger support in its -correct position upon the support bracket that extends downwardly into the path of the 1 cam member 57 in such manner that rotation ofthe' cam member will raise the finger support against the opposition of the compressionsprlng 90 and'thereby disengage the con tact finger M from the contact stud 71. The

other contact fingers are mounted to be a ctuated by their cooperating cam members in a similar manner." t I A The cam members carried by the camshaft are divided into two groups the group on the right, bearingreference numerals 61, 62 and 63, being pinned permanently to the shaft and the group on the left, bearing reference numerals 57, 58, 59 and 60,'being permanently pinned to a sleeve or seating member 93 disposed on'the cam shaft 56. A flange '94 is provided on the left-hand end of the sleeve 93 in position .to face a flanged member 95, which is permanentlypinned to the shaft 56 so that the sleeve'and the cam members thereon will be driven withthe shaft when, the flanges are connected, as by a bolt, 96.

- The flanged .member95 is provided with support bracket, 88 which is secured tothe doors are closed.

a series of holes around its periphery for the bolt 96, in order that the bolt may be removed from one hole, the sleeve and its cam members be rotated to a new position and the bolt be inserted in another hole to hold the sleeve in its new position. With this construction, the cam assemblies may be spaced a greater or lesser number o1 degrees apart and, th refore, inasmuch as the cam members control the insertion of the checking or decelerating resistance and the stopping of the motors when the doors reach the end of their travel, the apparatus may be readily adjusted to suit any particular installation.

The arrangement of the circuits is, such that the control motor 78 rotates the cam members in the direction indicated by the arrows when the doors are being closed, and in a reverse direction when the doors are being opened. By reason of the rednct' .2 gearing 83, the cam members travel much more slowly than the control n i fact, never make a complete re simply rocks.

As shown in Fig. 2, a flange or or: her 100 is mounted upon, and p' -lCil to, the right-hand portion of the sh in such manner that it will strike a block 10l and limit the movement of the shaft when the doors are opened. As shown in ig. 3, the end of the flange 9 1 is extended suiiiciently beyond the plate 96 to strike a block 102 and limit the movement of the shaft when the It should be observedlthat the flange members 100 and 9 1 are integral parts of the cam groups and are adjusted with the cam setting.

The circuits of the door motors and the control motor are so connect d that the three motors are energized simultaneously, with their field windings in parallel and their armatures in parellel but in series relation to the field windings. The effect oi t iis interconnected parallel relation of the motors is that the corridor door and the car door ill be opened or closed at the same speed, and that the control motor will follow the other motors approximately. Also, the control motor should be arranged to make slightly more revolutions than the door-motors in order to insure that a sluggish door completes its travel. This operation of the control motor may be e'llected by so setting tie cam members that the power for the motors will not be cut oil until a short time after the doors are closed.

In case a door becomes stalled during its movement, the control motor continues to ad Vance at a reduced speed until the action of the cams cuts the power. This gives protection against burning out of the door motors.

In accordance with my invention, the dooroperating relays OP and CL, the control relays 50 and 51, the controller 55, the control motor 78, the resistors R1 to R5, the compensating resistors CR1 and CR2 and the switches52 and 58 are so constructed and disposed that they may be mounted in a group upon a switch board ,or panel 103. The switch board may be located at any suitable point, as in the pent house where it may be easily attended, when necessary. Another advantage of this construction is that a large percentage of the apparatus may be assembled upon the switchboard at the factory instead of at the place of installation.

The invention may be more readily understood by an assumed operation thereof.

Assuming that the car 3 is moving down tl e elevator shaft and that the car attendant conditions the car to make a stop'at the fourth-floor landing, then the inductor control re ay 00 will be deenergized, by reason of the deenergization of the car system, with which it is connected, when the car is approximately two teet away from the landing.

The deenergization of the inductor control relay 50 closes its contact members and thereby completes a circuit for energizing the inductor coil 43 on the car to operate the inductor plate l5, which circuit extends from supply conductor L1, through conductor 105, the Contact members of relay 151, inductor 106, the coil of relay 13 and conductor 107, to supply conductor L2.

The energization of the inductor coil 41-3 causes the armature 1-5 to be attracted to it as the car approaches the eth-floor landing and while it is still approximately 9 or 10 inches away from the landing. The movement of the armature closes its contact members a and b and thereby partially prepares the circuits of the armature and field of the mo tor 29 for operation.

As the car 3 approaches still closer to the landing, within about 7 for example, the control relay 51 is deenergized by the operation of the car-control system and closes its contact members Z) to start the doors to open. The closing of the contact members 72 on the relay '51 completes a circuit for energizing the door-opening relay OP, which circuit eX- tends from supply conductor L1, through conductors 108 and 109, the contact members 72 of relay 51, conductor 110, the coil of relay ()P, conductor 111, the contact members 71 and of the controller and conductor 112, to the supply conductor L2. The energizetion of the relay OP causes its contact members a. and b to close and its contact members 0 open.

The closing of the contact members 0; and 7) of the door-closin relay OP completes a plurality of parallel circuits in series for enthe corridor-door motor 29 at the 1th floor, the car-door motor 10, and the control motor '38, the circuit forthe corridordoor motor 29 extends from the supply con- I ductor L1, througha choke coil 11'3,,line re- 1 sistance 114, conductor 115, junction point 116, conductors 117 and 118, the field winding of motor 29, the contact members a of armature 45, conductors 119 and 120,jjunction point121, conductor 122, conductors'122 and 123, the contact members-00f relay OP,

and conductor 124;, -]1111Ct1011 point 125, con

ductors 126 and 127, the armature winding of motor 29, conductor 128, the contact members I) of armature 45, conductors 129 and 130, compensating resistor CR1, junction point 131, conductors 132, the contact {members Z) of relay OP, and conductors 133 and l 134, to supply conductor L2 .v I,

The field winding of the car-door motor I 10 is now-in'parallel with thefield winding of the corridor-door motor29, the circuit therefor extending from the junction point 116 on conductor 115, through conductor 136,

tor 115 through conductor 138, the field winding of motor 78 and conductor 139 to a unction point 140 on conductor. 133, there placing n f th fi ld "windings of .the.

motors in parallel with each other.

The armature winding of the car-door motor 10 is now in parallel with the armature winding of the corridor-door motor 29,.

the circuit therefor extending from the junction point 125, through conductor 142, the armature, winding of car-door motor 10, con

ductor 143 and compensating resistor CR2 to the junction point 131. V f

The armature winding of the controlmotor 7 8 is also in parallel with, the armature winding of the col'ridondoormotor '29, the

circuit therefor extending from the junc-' tion point 125, through conductor 144, the armature of motor 78 and conductor 145 to the junction point 131 thereby placing all of the armature windings of the motors in parallel with each other but in series with the field windings."

Inasmuch as the field windingsof the'mo tors are now connected in parallel, and the armatures are also connected inparallel but 'in series with the field windings, as briefly shown in'Fig. 5, the'three motors will "tend to operate at the same speed, whereby the corridor door and the car door will be opened simultaneously, and the controller will be operated, in accordance with the movej;

mentof the doors, to insert thecheckingresistors at the proper points, cut off the pew er to the motors after the. doors have reached theiriinal, open positions, and prepare the circuits for reversing the motors to close the doors. i

As the corridor door at the 4th floor: and

the car door move to their open positions by operation of'the corridor-door motor-29 and the car-door motor 10, the control motor,78 rocks the camshaft and the cam members thereon in the direction indicated by the arrow. When the doors near the end of their travel, the cam member 59 turns to such position that it permits the contact finger 66 to engage the contact stud 73, thereby1com-' pleting a circuit for including the resistor R2 in parallel with the .armatures of the motors; whichcircuit extendsfrom a juncti'onpoint 150 on conductor 124, through conductor 151, resistor R2, conductor 153, the

contact members 73 and 66' of controller 55,.

conductors 154'and 1 55, thenormally closed contact members '0 of relay CL and conduc tor 156, to'a junction point l57 on ,thefoom-j,

pensatingresistor CR1. The resistance R2 is now in parallel with the .armatures of the motors and causes them to slow downas the doors approach their fully-open positions.

As the doors approach still closer to their:

fully-open position, the co'ntrol motor turns the cam shaft 55 to apositionwherethe cam member 58 permitsthecontact finger 65 to engage the contact-stud 72 to therebycomplete a circuit for inserting the resistor R1 inhparallel with the resistor R2, which Jcire cuit extends from conductor. 151, through resistor R1, conductor 159 and contact members 72 and 65, to a junction point 160 on conductor 155. With both resistors R1 and R2 included in parallel with the circuit for the armatures of the door motors,'as well as the control motor, the doors willslowdown at the close of their movement to 'such a degree that they will not slam. L

If the doors are not checked simultaneously and one opens fasterthan the other,

the junction point 157 on the compensating tact member 71 and thereby opens the circuit that: maintains the door-opening relay OP in an energized condition. The deenergization of the door-opening relay OP opens its contact members a and 7), thereby cutting 0a the power to the corridor-door :motor, the car-door motor andthe controlmotor almost immediately after the doors reach their fully-open position. 1 They final movement of the cam shaft also turns the cam member 63 to suchposition that it permits the contact finger70 to engage the contact member 77, thereby preparing a circuit for, reversing the motors toclose the doors.

Assuming now that passengers have boarded the car at the fourth floor and that the car attendant has operated the car switch CS to cause the car to continue its down trip, then the contact segment a of the car switch will engage the cooperating contact members band 0 and thereby complete a circuit for energizing the control relay 51 to cause the doors to close, which circuit extends from supply conductor L3, through the coil of relay 51, conductor 165, contact members c, a and b of car switch CS and conductor 166, to the supply conductor L4.

The energization of the control relay 51 closes its contact members a and thereby completes a circuit for energizing the doorclosing relay CL, which circuit extends from supply conductor L1, through conductor 108, the contact members a of relay 51, conductor 167, the coil of relay CL, conductor 168, the

. contact members 77 and 70 of controller 55 j and 170, to the contact members a of the doorclosing relay CL and conductors 171 and 132, '40

to the junction point 131, where it divides and extends, in a reverse direction to that previously described, through the armatures of the corridor-door motor 29, the car-door motor 10 and the control motor 78, in parallel, to the junction point on conductor 124 and thence, through the conductors 124 and 172, the contact members 6 of door-opening relay CL,.conductor 173, the contact members 67 and 74 of controller 55 (closed by reason of the position of the cam member 60) and conilluctors 174 and 134, to the supply conductor As indicated, the field windings of the motors are energized in the same direction as when the doors were being opened but the circuit through the armatures of the motors is now reversed in direction from what it was when the doors were being opened, thereby causing the door motors to reverse their direction of operation and close the doors and the control motor to reverse its direction of operation and rock the cam shaft in a direction opposite to the arrow.

As the closing doors accelerate in their movement, they reach a position where the safety resistances R5 is brought into operation to prevent the doors from gaining a dangerously high speed at the center of their travel in closing. The safety resistance R5 is brought into operation at this point by the control motor rotating the cam shaft of the controller to the position where the cam member 60 lifts the contact finger 67 from the contact member 74, thereby opening the shunt circuit around the resistor and inserting it directly in circuit with the motors to keep the speed of the doors, in closing, within safe limits.

As the doors approach their fully-closed positions, the control motor turns the cam shaft to such position that the cam member 61 permits the contact finger 68 to engage the contact member 7 5, thereby completing a circuit to insert the checking resistor R8 in parallel with the armatures of the motors to check the speed of the doors, which circuit extends from the junction point on conductor 12 1, through conductor 151, resistor R3, the contact members 75 and 68, conductor 175, the contact members 0 of relay OP and conductor 176, to a junction point 177 on the compensating resistor CR2. 7

As the doors approach still closer to their fully-closed position, the control motor rotates the cam shaft to such position that the cam member 62 permits the contact linger 69 to engage the contact member 7 6 and thereby includes the resistor R4: in in parallel with the resistor 23 to effect such further checking action on the doors as will cause them to close easily without slamming.

If the doors are not checked simultaneously and one closes faster than the other, the j unction point 177 on the compensating resistor CR2 may be adjusted to such a position as will. cause the doors to slow down together in closing.

After the doors are closed, the control motor continues its rotation for a very short distance until the cam member 63 on the controloperation of the controller 55 has moved the cam member 57 to such position that the contact finger 64 engages the contact member 71 and, therefore, that the circuit for energizing the door-opening relay OP is now so prepared that deenergization of the control relay 1 50 at any time will close its contact members 6 and thereby e'fiect the operation of the door-opening relay OP to open the doors.

By reason of the assumed operation of the apparatus, it is seen that 1 have provided a door-operating systemin vvhich the parts may I motors after be readliy assembled in such'positions that they may be most economically operatedand maintained i that the, .p artsv of the apparatus in the system may be'manufact'uredand assembled at the factory to suit a'wide number of installations, and that, after the assembled parts are placed in an elevator installation, they may be readily adjusted to suit the particular characteristics of that installation, thereby effectinga'large saving in manufac turing. and assembling costs Furthermore, it will be seen that the apparatus carried by the car is reduced in size and Weight to a minimum, thereby efiecting a,

saving inthe operation of the car.

Although I have illustrated and described only one specific embodiment of my invention, it is to be understood that various changes and modifications may be made therein Without departing from the spirit and scope of myinvention.

I claim as my invention:

1. A door-operating system for an elevator having. a car operable past a corridor door comprising a motor for operating the COIIl- 'dor door, a motor for operating the car door,

a control motor, means for simultaneously energizing said motors, and a controller operated by said control motor for stopping said motors after a predetermined operation 7 thereof. p

2. A door-operating system for an elevator having a car operable past a corridor door comprising a motorfor operating the corridor door, a motor for. operating the car door, a control motor disposed remotely from the hatchway-door motor and the car-,

door motor, means for simultaneously energizing said motors,'and a controller operated by said control motor for stopping said motors after a predetermined operationthereof.

3. A door-operating system for an elevator having a car operable past a landing comprising a motor disposed at the landing for operating the hatchway door 'thereat, a motor disposed on the car for operating the car door, a control motor disposed in the elevator .pent house, meanstor simultaneously energizing said motors, and a controller operated by the control motor for stopping said a predetermined operation thereof. I

4. A door-operating system for an elevator having a car operable past a corridor door comprising a motor for operating the corridor door, a motor for operating the car door, a control motor, meansoperably responsive to stopping of thecar at the corridor door for simultaneously energizing said motors, and a controller operated by said control motor for stopping said motors after a predetermined operation thereof.

5. A door-operating system for an elevator travel andfor stopping the motors comprising a motorfor operating the corhaving aica-r operable, past a, corridor door ridortdoor,-a motor for operating the car.

door, a control motor disposed in a position I remote. ifrom said door. motors, means .for

simultaneously energizing said motors,

- means for-decelerating the speed of said m0- tors, anda controller operated by said contr ol 'motor forconnecting said decelerating meanstosaidmotors to reduce the speed of thedoors atv apredetermined point in their 7 after a predetermined, operation thereof.

In a door-operatingsystem foran elevator havinga car operable past a corridor door, a motor for operating the corridor door, a motor carried by the car for operating the car door, a control motor, means for simultaneously energizing said motors, means for decelerating the speed of said motors, a controller operated by said'control motor for connecting said decelerating means to said motors and for stopping the motors after a predetermined operation thereof, and a panel havingthecontrol motor, the'controller and {the decelerating means being so mounted, as Y to be located, as a unit, at a position remote from the corridor-door motor and the fear?" door motor. g Y 7. In,adoor-operatingsystem for an elevator having a car operable past a corridor door, a motor disposed adjacent to said cor ridor door for operatingit, a motor carried by the car foroperating the car door, a con.-

trol motor, means for simultaneously ener 1 gizing'said motors,-means for decelerating thespeed of said motors, and a controller operated by said control motor tor connecting said decelerating means to said motors, fornstoppingthe motors aftera lpredetermined operation thereof and for preparing a circuit 'wherebythe motors may be energized for operation in the opposite direction. 8. Ina door-operating system for. an elevator having a caroperable past a'plurality' of corridor doors, an operating motor for each corridor door, means operably responsive to the operation of the car, for selecting and preparing a circuit for the corridor-door motor, a motor carried by the car for operatsaid decelerating means to said motors, for

stopping 'saidniotors and, for preparing a. circuit whereby the motors may be energized for operation inthe opposite direction.

9. A door-operating system for an elevator having a car operablepast a corr dor door,

motor carried by the car for operatingthe car a motor foroperating thecorridordoor, a I

door, a control motor, means for simultanethe end of their travel substantially simulously energizing the motors, a rotatable shaft operated by said control motor, a group of actuating members firmly atlixed to said shaft in position to operate a group of cooperating contact members for decelerating and stopping said motors in one direction, a sleeve mounted on said shaft, a second group of actuating members disposed on said sleeve in position to operate a second group of cooperating contact members for decelerating and stopping said motors in the opposite direction, and means for firmly securing the sleeve in any one of a plurality of positions on said shaft to vary the relative operation of the motors to suit the elevator doors in connection with which they are installed.

10. A door-operating system for an elevator having a car operable past a corridor door, comprising an electric motor disposed adjacent to said corridor door'for operating it, an electric motor carried by the car for opcrating the car door, a control motor, a circuit for said motors, a compensating resistor disposed in said circult, means for connecting said circuit to a source of electric power" for simultaneously energizing said motors, a checking resistor and means operably responsive to the operation of the control motor for connecting the checking resistor in the circuit for the armatures of said corridor-door motor and said car-door motor to check the final movement of said doors, one end of said checking resistor being adjustably connected to said compensating resistor whereby the checking effect on the doors may be varied to cause them to reach the end of their travel substantially simultaneously. 7

11. A door-operating system for an elevator having a car operable past a corridor door, comprising a motor for operating the corridor door, a motor carried by the car for operating the car door, a control motor, a circuit for said motors, means for connecting said circuit to a source of electric power for simultaneously energizing said motors to open or to close said doors, a compensating resistor disposed in series With the armature of the corridor-door motor, a compensating resistor disposed in series with the armature of the car-door motor, a plurality of checking resistors, means operably responsive to the operation of said control motor in one direction for connecting one of said checking resistors in said circuit for checking the opening movement of said doors, and means operably responsive to the operation of said control motor in an opposite direction for conmeeting the other of said checking resistors in said circuit for checking the closing movement of said doors, said checking resistors being adjustably connected to said compensating resistors whereby the checking effect on the doors may be varied to cause them to reach taneously. I

In testimony whereof, I have herunto subscribed my name this first day of May, 1931.

HAROLD V. McOORMIGK. 

